EP3147215B1 - Gepulstes enteisungssystem - Google Patents

Gepulstes enteisungssystem Download PDF

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Publication number
EP3147215B1
EP3147215B1 EP16190108.7A EP16190108A EP3147215B1 EP 3147215 B1 EP3147215 B1 EP 3147215B1 EP 16190108 A EP16190108 A EP 16190108A EP 3147215 B1 EP3147215 B1 EP 3147215B1
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EP
European Patent Office
Prior art keywords
time
period
pulse
pulses
aircraft component
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EP16190108.7A
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English (en)
French (fr)
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EP3147215A1 (de
Inventor
Galdemir Cezar Botura
Dimitrios Papaioannou
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Rohr Inc
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Rohr Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/12—De-icing or preventing icing on exterior surfaces of aircraft by electric heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
    • B64D15/04—Hot gas application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/20—Means for detecting icing or initiating de-icing
    • B64D15/22—Automatic initiation by icing detector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
    • F02C7/047—Heating to prevent icing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • B64D2033/0233—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes comprising de-icing means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/16—Fluid modulation at a certain frequency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/09—Purpose of the control system to cope with emergencies
    • F05D2270/094—Purpose of the control system to cope with emergencies by using back-up controls

Definitions

  • the present disclosure relates to anti-icing and deicing systems and methods, and more particularly, to anti-icing and deicing methods for aircraft nacelles and other aircraft components and surfaces.
  • Inlets for aircraft nacelles, wing leading edges, horizontal stabilizers, vertical fins, and other aircraft components may be subject to ice build-up during flight.
  • a heat source may heat the components to prevent the ice build-up or to remove ice after it has built up.
  • the heat source most commonly used today is hot bleed air from a gas turbine engine that heats the backside of the external surface subject to ice build-up. Electric resistance heating has also been proposed and is entering service in a small number of applications.
  • a pressure regulating valve is commonly used to manage the flow rate of bleed air supplied to the deicing system.
  • the pressure regulating valve regulates the pressure of air leaving the valve and flowing toward a cavity formed behind the surface subject to icing.
  • the pressure regulating valve does not account for changes in the density and temperature of the bleed air, and changes in the ambient density and temperature.
  • the temperature of the bleed air from the compressor varies based on engine operating conditions. For example, during takeoff, the engine is operating at high throttle, and the bleed air is at a relatively high temperature.
  • the heat rate and the cooling rate are variable, and therefore the temperature of the heated aircraft surface and associated structure varies widely.
  • the material and design of the heated surface and associated structure must be designed to withstand the possibility of the maximum temperature (which is usually heavy aircraft take-off on a hot, dry ambient day at sea-level, even though this condition may occur infrequently. This condition often drives the design of the heated components, resulting in heavier structures to withstand thermal expansion and/or more expensive materials resistant to the heat.
  • the method according to the present invention comprises supplying heat to an aircraft component during a first pulse, wherein the first pulse is configured to melt ice on the aircraft component. Heat is supplied to the aircraft component during a second pulse, wherein the second pulse is configured to prevent ice from forming on the aircraft component. A length of time of the first pulse is greater than a length of time of the second pulse.
  • the heat is supplied by a pneumatic deicing system.
  • a shut off valve is turned on to supply the first pulse.
  • the length of time of the first pulse may be between 20 and 30 seconds.
  • the length of time of the second pulse may be between 5 and 15 seconds.
  • the length of time of the first pulse and the length of time of the second pulse are determined by a FADEC.
  • a length of time between the first pulse and the second pulse may be between 20-30 seconds, and a length of time between the second pulse and a third pulse may be between 50-120 seconds.
  • a method may comprise supplying a plurality of deicing pulses to an aircraft component during a first period.
  • a plurality of anti-icing pulses may be supplied to the aircraft component during a second period.
  • a length of time of each of the plurality of deicing pulses may be greater than a length of time of each of the anti-icing pulses.
  • a shut off valve may be toggled between an open position and a closed position to supply the plurality of deicing pulses and the plurality of anti-icing pulses.
  • the plurality of deicing pulses and the plurality of anti-icing pulses may be supplied by an electrical deicing system.
  • the length of time of each of the plurality of deicing pulses may be between 20-30 seconds.
  • the length of time of each of the plurality of anti-icing pulses may be between 5-15 seconds.
  • the aircraft component may be at least one of an inlet for an aircraft nacelle, a wing leading edge, a horizontal stabilizer, or a vertical fin.
  • the method may comprise impinging engine bleed air on an aircraft component for a first period of time.
  • Engine bleed air may be prevented from impinging on the aircraft component for a second period of time.
  • Engine bleed air may be impinged on the aircraft component for a third period of time.
  • Engine bleed air may be prevented from impinging on the aircraft component for a fourth period of time.
  • Engine bleed air may be impinged on the aircraft component for a fifth period of time.
  • Engine bleed air may be prevented from impinging on the aircraft component for a sixth period of time.
  • the first period of time may be longer than the fifth period of time.
  • the second period of time may be shorter than the sixth period of time. Ice on the aircraft component may be melted during the first period of time and the third period of time. Ice may be prevented from forming on the aircraft component during the fifth period of time.
  • the aircraft component may be at least one of an inlet for an aircraft nacelle, a wing leading edge, a horizontal stabilizer, or a vertical fin.
  • the fifth period of time may be shorter than the first period of time and the third period of time, the first period of time and the third period of time may be shorter than the second period of time and the fourth period of time, and the second period of time and the fourth period of time may be shorter than the sixth period of time.
  • any reference to singular includes plural embodiments, and any reference to more than one component or step may include a singular embodiment or step.
  • any reference to attached, fixed, connected or the like may include permanent, removable, temporary, partial, full and/or any other possible attachment option.
  • any reference to without contact may also include reduced contact or minimal contact.
  • Surface shading lines may be used throughout the figures to denote different parts but not necessarily to denote the same or different materials. In some cases, reference coordinates may be specific to each figure.
  • tail refers to the direction associated with the tail (e.g., the back end) of an aircraft, or generally, to the direction of exhaust of the gas turbine.
  • forward refers to the direction associated with the nose (e.g., the front end) of an aircraft, or generally, to the direction of flight or motion.
  • Preventing ice build-up is typically referred to as “anti-icing,” while removing ice build-up already attached to the aircraft surface is “deicing.”
  • a system which provides both anti-icing capability and deicing capability is referred to herein as a deicing system for simplicity.
  • Engine bleed air may be used to impinge on the backside of aircraft components and heat the external surface to melt ice or prevent ice build-up.
  • a pressure regulating valve may be used to regulate the pressure of the bleed air supply in the deicing system.
  • a solenoid-operated shut off valve may toggle between an open position and a closed position to supply or prevent bleed air from being supplied to an aircraft component.
  • the shut off valve may be pulse-width modulated between its open and closed position to provide an additional element of control of the heat rate of the system and ultimately the temperature of the aircraft component.
  • the pulse-width modulation control may be used in conjunction with the pressure regulating valve, or separately when the pressure regulating valve is in a failed open condition.
  • the pulses may be relatively longer to melt already formed ice when the system is first turned on, and the pulses may be relatively shorter thereafter to prevent ice from forming.
  • the shorter pulses may prevent damage to the aircraft component from spending an excessive amount of time at the high temperature condition, and may extend the life of the component or permit more advantageous component designs to be used.
  • the pulse width may also be controlled based on inputs such as ambient temperature, engine throttle position, detected icing conditions, etc.
  • Nacelle 100 for a gas turbine engine is illustrated according to various embodiments.
  • Nacelle 100 may comprise an inlet 110, a fan cowl 120, and a thrust reverser 130.
  • Nacelle 100 may be coupled to a pylon 140, which may mount the nacelle 100 to an aircraft wing or aircraft body.
  • the nacelle 100 may be disposed about a centerline, which may also be the axis of rotation of an engine located within the nacelle 100. Ice may build up on the inlet 110.
  • a bleed air heater may heat the backside of inlet 110 or other aircraft components in a known manner in order to prevent ice from forming, or to melt ice present on the inlet 110 or on portions of the aircraft wing or aircraft body, as illustrative examples.
  • the deicing system 200 may comprise a bleed air supply line 210.
  • the bleed air supply line 210 may receive bleed air from the compressor section of a gas turbine engine located within an aircraft nacelle.
  • the bleed air may be compressed and heated in the compressor section of the gas turbine engine.
  • a pressure regulating valve 220 may manage the mass flow of bleed air supplied to an aircraft component 230 by regulating the output pressure of the valve, in a known manner.
  • the aircraft component 230 may be a component which is subject to icing, such as an inlet for a nacelle or a leading edge of an aircraft wing (e.g. inlet 110 in FIG. 1 ).
  • the bleed air may heat the backside of aircraft component 230 for deicing.
  • the bleed air pressure supplied by the engine to the pressure regulating valve 220 may range from 50 pounds per square inch (psi) (340 kPa) at engine idle to 300 psi (2100 kPa) gage pressure at maximum throttle.
  • the pressure regulating valve 220 may regulate its output to about 20-50 psi gage pressure, for example.
  • the deicing system may comprise a shut off valve 250 which is in series with the pressure regulating valve 220.
  • the shut off valve 250 might be incorporated into and integrated with the pressure regulating valve 220.
  • the shut off valve 250 may be positioned in series after the pressure regulating valve 220.
  • the shut off valve 250 may be opened or closed to turn on or off the deicing system 200, and it may be turned on and off in pulses for achieving a pulse width modulation control aspect of the system.
  • the shut off valve 250 may comprise an actuator 255, such as a solenoid, to operate the valve.
  • shut off valve several possible operating options for the shut off valve are described. Each of these operating embodiments may be used with an operational pressure regulating valve 220, or when the valve 220 has malfunctioned and is operating in a locked open condition.
  • bleed air may be supplied to the aircraft component 230 in pulses.
  • the shut off valve is cycled between its open and closed position, spending a controlled amount of time in each position, by controlling the actuator 255.
  • the actuator 255 By regulating the "on" time versus the "off' time, the overall flow rate over time is adjusted. While the temperature of the aircraft component 230 may fluctuate within a band between the sets of pulses, the magnitude of the band is controlled, and will be lower than if the shut off valve were in the open position full time.
  • the length of time of the pulses, or width of the pulses may be varied, according to various conditions.
  • the pulse width may be adjusted in accordance with the amount of time that has lapsed since the deicing system was activated.
  • the pulse length may be relatively long to provide sufficient thermal energy to melt ice that may already be present on the aircraft component 230.
  • the pulse length may be shortened to provide sufficient thermal energy to prevent ice from forming on the aircraft component 230, which is typically less than the energy to melt off ice already formed.
  • the maximum temperature reached during the pulse 32 is less than the maximum temperature reached during subsequent pulses 323, 324, etc.
  • Component temperature is illustrated by the dashed line 310.
  • the component temperature may be the temperature of an outer surface of the component.
  • Shut off valve 250 position is illustrated by the solid line 320.
  • the deicing system may be initiated, and one or more long pulses may supply heat to the component.
  • the component heats up, as illustrated by the dashed line 310.
  • the component may decrease in temperature.
  • the system may provide short pulses to prevent ice from subsequently building up. It may take less heat flux to prevent ice from building up than to melt ice, thus shorter pulses may be sufficient to prevent ice build-up without providing a damaging amount of heat to the component.
  • a third pulse 323 may begin and continue for 10 seconds.
  • a fourth pulse 324 may begin and continue for 10 seconds.
  • the system may continue providing pulses for 10 seconds separated by 50 seconds without supplying heat between pulses.
  • the system may have a deicing period including the longer pulses 321, 322 to melt already present ice, followed by an anti-icing period including the shorter pulses 323, 324 to prevent ice from building up.
  • the lengths of the pulses and/or time between pulses may vary based on atmospheric conditions, flight conditions, or aircraft configuration.
  • the pulses during the deicing period may be between 20-30 seconds, between 1-60 seconds, or any other suitable length of time.
  • the time between pulses during the deicing period may be between 20-80 seconds, between 1-120 seconds, or any other suitable length of time.
  • the pulses during the anti-icing period may be between 5-15 seconds, between 2-60 seconds, or any other suitable length of time.
  • the time between pulses during the anti-icing period may be between 60-120 seconds, between 2-240 seconds, or any other suitable length of time.
  • the length of the pulses during the deicing period will be longer than the length of the pulses during the anti-icing period, and/or the time between pulses during the deicing period will be shorter than the time between pulses during the anti-icing period.
  • the pulses shown in FIG. 3 depict an exemplary of use of pulse width modulation without pressure control by the pressure regulating valve, for example while the pressure regulating valve is not functioning and locked open. But, conceivably they could also be exemplary of pulses used in conjunction with a functioning shut off valve 250.
  • a FADEC or other electronic controller may monitor engine and atmospheric conditions and command the system to provide pulses of varying lengths based on the conditions.
  • the FADEC may automatically vary the pulse length without input from a pilot.
  • the deicing system may be initiated during conditions where there is no ice build-up, or where there is unlikely to be ice build-up. In such conditions, the deicing period of long pulses may not be desirable, and the system may start with shorter anti-icing pulses. For example, during on-ground conditions or during dry air flight conditions, the system may forgo the longer deicing pulses to prevent excess heat from damaging the components.
  • Pulse width and/or frequency may vary in response to atmospheric conditions, such as temperature and relative humidity, that may influence the rate of ice formation on an aircraft.
  • Pulse width and/or frequency may also vary in response to engine throttle position, as the bleed air at various speeds may have varying temperature, with greater temperatures using shorter pulses to improve component life.
  • pulse width and/or frequency may be varied in response to the weight on the landing gear, as an aircraft on the ground may be subjected to different deicing temperatures and frequencies compared to an aircraft in flight.
  • the pulse-width modulated shut off valve is used in series with the pressure regulating valve, its positive impact may be greatest during the condition when the pressure regulating valve is failed and locked open. This condition may typically be used when the pressure regulating valve is detected in a malfunction state.
  • the pressure regulating valve may be manually opened and locked to its fully opened position, providing full-time deicing, as is known to those of skill in this art.
  • the shut off valve 250 may be modulated in order to reduce the maximum temperature that the aircraft component 230 will reach.
  • a second pressure regulating valve might be used in series with the valve 220 to provide for redundancy. A simpler solenoid-operated shut off valve is preferable.
  • the FADEC may only implement the pulse width modulated control of the deicing air when the pressure regulating valve 220 has been locked open (it may be standard operating procedure for an aircraft that when the valve 220 has failed, it should be manually locked open by a technician, and if done so it is still deemed safe to dispatch the aircraft in any atmospheric conditions).
  • the FADEC could detect that the valve 220 is locked open by measuring its output pressure-if the output pressure is higher than it should be when the valve is functioning, the FADEC will conclude that it is locked open. In such a condition, the FADEC will implement pulse with modulation control in order to minimize the maximum temperatures that could be induced on the aircraft component 230.
  • the pulse width might be calculated based upon the FADEC's information about ambient temperature, engine spool speed, weight on wheels (whether the aircraft is on the ground), air speed, etc., all of which can be used to estimate whether without any additional control, the deicing air will be too hot and damage the aircraft component 230.
  • references to "one embodiment”, “an embodiment”, “various embodiments”, etc. indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment.
  • the terms “comprises”, “comprising”, or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Safety Valves (AREA)
  • Control Of Turbines (AREA)
  • Control Of Resistance Heating (AREA)

Claims (13)

  1. Verfahren, umfassend:
    Zuführen von Wärme zu einer Luftfahrzeugkomponente (230) während eines ersten Impulses (321), wobei der erste Impuls konfiguriert ist, um Eis an der Luftfahrzeugkomponente (230) zu schmelzen; und
    Zuführen von Wärme zu der Luftfahrzeugkomponente (230) während eines zweiten Impulses (322), wobei der zweite Impuls (322) konfiguriert ist, um zu verhindern, dass sich Eis an der Luftfahrzeugkomponente (230) bildet,
    wobei eine Zeitdauer des ersten Impulses (321) größer als eine Zeitdauer des zweiten Impulses (322) ist und
    wobei die Wärme durch ein Druckregulierungsventil (220), das mit einem Absperrventil (250) in Reihe geschaltet ist, das durch eine Magnetspule während des ersten und zweiten Impulses umgeschaltet wird, der Luftfahrzeugkomponente (23) zugeführt wird;
    wobei die Wärme für den ersten Impuls (321) und die Wärme für den zweiten Impuls (322) durch ein pneumatisches Enteisungssystem zugeführt werden;
    wobei das Druckregulierungsventil in Bezug auf das Absperrventil stromaufwärts in den Strom eingesetzt wird; dadurch gekennzeichnet, dass das Verfahren Folgendes umfasst:
    Erfassen, dass sich das Druckregulierungsventil in einer verriegelten offenen Position befindet, durch ein digitales Triebwerksteuersystem mit voller Autorität und Modulieren des Absperrventils zwischen einer offenen und einer geschlossenen Position als Reaktion darauf, dass sich das Druckregulierungsventil in der verriegelten offenen Position befindet, durch das digitale Triebwerksteuersystem mit voller Autorität.
  2. Verfahren nach Anspruch 1, ferner umfassend Einschalten des Absperrventils (250), um den ersten Impuls zuzuführen.
  3. Verfahren nach Anspruch 1 oder 2, wobei die Zeitdauer des ersten Impulses (321) zwischen 20 und 30 Sekunden liegt und wobei die Zeitdauer des zweiten Impulses (322) zwischen 5 und 15 Sekunden liegt.
  4. Verfahren nach einem der vorangehenden Ansprüche, wobei die Zeitdauer des ersten Impulses (321) und die Zeitdauer des zweiten Impulses (322) durch die digitale elektronische Steuerung mit voller Autorität bestimmt werden und/oder wobei eine Zeitdauer zwischen dem ersten Impuls (321) und dem zweiten Impuls (322) zwischen 20-30 Sekunden liegt und wobei eine Zeitdauer zwischen dem zweiten Impuls (322) und einem dritten Impuls (330) zwischen 50-120 Sekunden liegt.
  5. Verfahren nach Anspruch 1, umfassend:
    wobei der erste Impuls ein Enteisungsimpuls ist und der zweite Impuls ein Vereisungsschutzimpuls ist und Zuführen einer Vielzahl von den Enteisungsimpulsen zu der Luftfahrzeugkomponente (230) während eines ersten Zeitraums; und
    Zuführen einer Vielzahl von den Vereisungsschutzimpulsen zu der Luftfahrzeugkomponente (230) während eines zweiten Zeitraums;
    wobei eine Zeitdauer von jedem der Vielzahl der Enteisungsimpulsen (321) größer als eine Zeitdauer von jedem der Vielzahl von Vereisungsschutzimpulsen (322) ist.
  6. Verfahren nach Anspruch 5, ferner umfassend Modulieren des Absperrventils (250) zwischen einer offenen Position und einer geschlossenen Position, um die Vielzahl von Enteisungsimpulsen und die Vielzahl von Vereisungsschutzimpulsen zuzuführen.
  7. Verfahren nach Anspruch 5 oder 6, wobei die Enteisungsimpulse zumindest eines von einer anderen Zeitdauer, einer anderen Breite oder einer anderen Frequenz als die Vereisungsschutzimpulse umfassen.
  8. Verfahren nach einem der Ansprüche 5, 6 oder 7, wobei die Zeitdauer von jedem der Vielzahl von Enteisungsimpulsen zwischen 20-30 Sekunden liegt oder wobei die Zeitdauer von jedem der Vielzahl von Vereisungsschutzimpulsen zwischen 5-15 Sekunden liegt.
  9. Verfahren nach Anspruch 1, ferner umfassend:
    Beaufschlagen von Triebwerkzapfluft an der Luftfahrzeugkomponente (230) für einen ersten Zeitraum;
    Verhindern, dass Triebwerkzapfluft an der Luftfahrzeugkomponente (230) beaufschlagt wird, für einen zweiten Zeitraum;
    Beaufschlagen von Triebwerkzapfluft an der Luftfahrzeugkomponente (230) für einen dritten Zeitraum;
    Verhindern, dass Triebwerkzapfluft an der Luftfahrzeugkomponente (230) beaufschlagt wird, für einen dritten Zeitraum;
    Beaufschlagen von Triebwerkzapfluft an der Luftfahrzeugkomponente (230) für einen fünften Zeitraum; und
    Verhindern, dass Triebwerkzapfluft an der Luftfahrzeugkomponente (230) beaufschlagt wird, für einen sechsten Zeitraum,
    wobei der erste Zeitraum länger ist als der fünfte Zeitraum.
  10. Verfahren nach Anspruch 9, wobei der zweite Zeitraum kürzer ist als der sechste Zeitraum.
  11. Verfahren nach Anspruch 9 oder 10, ferner umfassend Schmelzen von Eis an der Luftfahrzeugkomponente (230) während des ersten Zeitraums und des dritten Zeitraums und/oder ferner umfassend Verhindern, dass sich Eis an der Luftfahrzeugkomponente (250) bildet, während des fünften Zeitraums.
  12. Verfahren nach einem der vorangehenden Ansprüche, wobei die Luftfahrzeugkomponente (230) zumindest eines von einem Einlass (110) für eine Luftfahrzeuggondel (100), einer Vorderkante eines Flügels, einem horizontalen Stabilisator oder einer vertikalen Rippe ist.
  13. Verfahren nach einem der Ansprüche 9 bis 12, wobei der fünfte Zeitraum kürzer ist als der erste Zeitraum und der dritte Zeitraum, wobei der erste Zeitraum und der dritte Zeitraum kürzer sind als der zweite Zeitraum und der vierte Zeitraum und wobei der zweite Zeitraum und der vierte Zeitraum kürzer sind als der sechste Zeitraum.
EP16190108.7A 2015-09-22 2016-09-22 Gepulstes enteisungssystem Active EP3147215B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US14/861,966 US10017262B2 (en) 2015-09-22 2015-09-22 Pulsed deicing system

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EP3147215A1 EP3147215A1 (de) 2017-03-29
EP3147215B1 true EP3147215B1 (de) 2020-07-15

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US10259589B2 (en) 2019-04-16
EP3147215A1 (de) 2017-03-29
US20170081032A1 (en) 2017-03-23
US10017262B2 (en) 2018-07-10

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